Damn Brad, you are a bad influence as Steve suggested. Now after I fixed the leak at the throttle body per your suggestion, I don't get any more gasoline fumes to keep me going. What you gonna do about that???

Damn Brad, you are a bad influence as Steve suggested. Now after I fixed the leak at the throttle body per your suggestion, I don't get any more gasoline fumes to keep me going. What you gonna do about that???

I'm not a bad influence, I'm just an enabler of course that could be said for just about everyone on Airforums

I'm sure you'll be able to find some other source of fumes to keep you going as a leak is bound to show up somewhere when you least expect it...

I've been trying to find a place top post this as a "warning to 454 TBI owners" so here goes!
(disclaimer..I'm not a mechanic but won't admit it and am in denial!)
My 350LE is equipped with the 454 TBI which, given the 16.000lb weight, the significantly under-powered 454 and full thickness Corian counter tops, had managed to pull the Classic up the odd hill in first gear while slip-streaming the semi in front!

Recently, after staring the engine (fine), I stopped at the end of my driveway to close the gate. and turned-off the engine. Some 10 minutes later, after steadying my nerves (for those who have not driven one of these 35 foot long behemoths on the road, this is a necessary yoga-like move) and clambering over the "dog-house" into the driver's seat etc., the engine turned -over but would not fire. So this is the sequence of "trouble-shooting" which I hope will save other AS owners with a similar symptom considerable time and a reduced alcohol consumption!
1. was getting fuel (too much it seems)
2. was getting spark but sort of weak
3. changed-out distributor cap, rotor, coil and ignition control module..no improvement
4. replaced MAP sensor, oxygen sensor...no improvement but sort of started..rough idle
5. replaced fuel regulator and temperature sensor...ran smoothly when cold but as warmed, ran rough.
6. as I had already replaced the EGR valve and cracked base some time ago, did not think that this was the problem until I inadvertently fell on the EGR vacuum hose which came to pieces in my hand as I "saved" myself from straddling the engine bay!
7. replaced the EGR vacuum hose and problem solved!
I had borrowed a vintage OB-1 reader but could not get a connection or code which may have saved me the 1000 hours eliminating the fault!
Now, if only I could be as successful with the other "to do list" items!

Good info Chris.
I too have never been able to get a "OBD1" code reader to work on my '87 suburban, and ended up always using a paperclip in the ALDI connector to flash the CEL.
You just put a paperclip or piece of wire in the two pins on the top right side of the 12 pin connector under the dash and it flashes the code... say, 2 flashes, the a 2 sec delay, then 4 flashes will be Code 24, etc.

The 2" throttle body with the Spectre carb hat that I am planning on sits 5-9/16" tall from the where it sits on the Edlebrock Performer intake manifold to the top of the carb hat. The wing nut is 1/4" tall so Overall height of the TBI unit is 5-13/16". However I still need to account for the TB adapter plate which will I will likely make out of 3/4" aluminum plate so the overall height will actually be 6-9/16" to the top of the carb hat wing nut.

The Edelbrock 1406 carburetor and carb hat sits 7-1/4" tall from the surface of the manifold.

Keep in mind the TBI numbers don't include that cooling donut which I don't plan on using. This means the TBI will sit 11/16" lower than the carburetor I was planning on using.

One of point of interest. It appears the 1994 stock TBI intake manifold has a carburetor pad height that is almost identical to the pad height of the Edelbrock intake so you likely won't gain any room by switching to the OEM TBI intake manifold. I know you're planning using the OEM manifold more for emissions that anything else but don't count on gaining any head room when doing so.